Intoxicated vehicle driver accident reduction system

ABSTRACT

A sobriety ignition interlock system including an engine control device and a method for managing available vehicle engine power using the sobriety ignition interlock system. The engine control device includes an engine control processor (ECP) that is electronically connected in between an engine control unit (ECU), an engine sensor assembly, and a sobriety processor. The sobriety processor determines a sobriety level of a vehicle driver and sends a corresponding sobriety signal to the ECP. The ECP intercepts an engine signal transmitted from the engine sensor assembly to the ECU and manipulates the engine signal according to the sobriety signal, in order to manage the available power of the vehicle engine.

FIELD OF THE INVENTION

The present invention relates generally to sobriety testing for vehicledrivers. More specifically, the present invention provides a means formanaging available vehicle engine power according to the detectedsobriety level of a vehicle driver.

BACKGROUND OF THE INVENTION

Many thousands of drivers convicted of DUI/DWI have been mandated byJudicial Order to have ignition interrupting or engine starterinterrupting systems installed on their vehicles to help ensure afterverification of their blood alcohol content (BAC) that they do notoperate a vehicle while intoxicated. These systems are generally knownas BAIIDs (breath alcohol ignition interlock devises).

The field of ignition interlocks is well known; however, today themajority of these devices simply block electrical power to the startermotor but do not inhibit the ignition system at all. The most direct wayto stop intoxicated individuals from operating motor vehicles was toprevent the ignition system from providing spark energy to thecombustion cylinders. However, diesel engines do not have spark plugs orelectronic ignition systems. As more diesel powered passenger vehiclesbecame prevalent, such vehicles could not have a spark ignition systemblocked as part of the solution to keep intoxicated drivers off theroad, as such vehicles do not contain energized spark plugs. This wasone of the reasons that the industry began to only inhibit the startermotor from being provided power to start the engine, when an over thelimit, driver BAC was detected.

With improving automotive technology, many ignition systems started tobecome far more advanced in order to provide more engine power, fuelefficiency, and lower emissions. These highly complex ignition systemsstarted including multiple ignition coils, multiple spark patterns,highly varied timing routines, and a complex interface with modernengine control units (ECUs), the engine's main computer. Most vehiclesnow have computer controlled engines that are integrated with advancedignition systems. So there is not just one ignition power wire to simplyinterrupt, as emissions and ECUs can malfunction.

Further, some new vehicles now also employ fully integrated remote startsystems at time of factory production into many new models. Thiscomplicates the connection between a BAIID engine control box and thesehighly sophisticated ignition systems.

Another significant problem today is that BAIIDs only stop the enginefrom starting. So in the event that the driver is just below thethreshold limits at engine start up, then the driver is fully able todrive in an unconstrained manner if the driver continues to ingestalcohol. Once the engine is started, the starting system cannot limit orreduce the danger of an intoxicated driver operating a motor vehicle.

Another significant problem is that currently available BAIIDs onlyprevent the engine from starting. So the BAIID could measure a BAC justbelow the threshold limit and allow engine starting, but previouslyconsumed alcohol may continue to enter the driver blood stream, therebyincreasing intoxication while driving. Additionally, the driver may havepassed a BAC measurement prior to starting the engine, but may consumealcohol and drive the vehicle. The systems on the market today arerequired, by law, to re-test periodically but no action is taken toincrementally or systematically reduce engine power or slow the vehicle;just to record the illegal event. Accordingly, the intoxicated driver isallowed to continue driving on the public roads and highways.

It is commonly known that speed kills and with more speed, the moreadverse the consequences can and may be, especially when a driver isintoxicated. An impaired driver is more likely to compound the severityof an accident than a sober driver. An impaired driver generally has farless ability to take at least some corrective actions so as to mitigatethe impact energy, direction of travel, and likelihood of involving morevehicles and pedestrians in a collision.

Additionally, if an intoxicated individual fails a re-test in a BAIIDequipped vehicle, the driver may be less likely to properly process thepunitive consequences of continuing to drive. Due to the nature of thesedrivers' ability to reason, every day hundreds of intoxicated driverscontinue to drive even with failed re-tests.

Convicted drivers who are willing to ignore a failed re-test, may bemore likely to become repeat offenders. As such, intoxicated drivers maynot have the state of mind to prioritize much more than their immediatecircumstances, and are more likely to ignore other related laws andregulations.

More importantly, a group of convicted drivers that are failing orwillfully refusing a re-test are generally more likely to have beenconvicted of DUI/DWI several times. As a convicted driver, and againdisregarding the law, there is a much stronger incentive for them toactually speed up so as to more quickly get to their destination andavoid getting caught in the act.

Accordingly, with increased speed, combined with intoxication, thenature and impact to the public safety is exponentially compounded.Convicted drivers that are again intoxicated and risking significantfines and imprisonment, could be some of the most dangerous and lethaldrivers on the road.

The advent and technological advancements of BAIIDs over the last numberof years has inarguably helped to incentivize tens of thousands ofdrivers to stop driving while intoxicated. But without the ability to domore than just warn these drivers through electronic means, more livesare at greater risk of death and severe injury.

In addition, there have been a number of attempts, some cited by theinventor, to incorporate BAIIDs in conjunction with speed limiting andengine power reduction functions. However, these systems have been toocostly, complex, or even have required monitored call control centersstaffed with personnel to assist with every driver that has not fullycomplied with measured BAC levels. Accordingly, such BAIID systems arenot commercialized and available to assist in the public interest.

The prior art in this field however does disclose considerablequantities of highly detailed apparatus and methodology concerning theenablement of the determination of driver BAC levels and highly detailedand critically important event recording systems. These significantlyadvanced and evolved BAC measuring, monitoring and recording systemsallow specially trained and certified staff and monitoring installationcenters to closely track attempts made by drivers required to use aBAIID. However, there are very minimal and sometimes no enablementspecifications described in prior art systems that suggest an attempt toactually control engine functionality as a cost effective bolt onsystem.

Many prior art references simply suggest “some” connection with thevehicle's air intake system, fuel system, or engine control module'sservice port. Some prior art provides limited detail of operationalfunction concerning the air intake or fuel systems, but most have justconsidered connecting to a significant and complex vehicle airinduction, fuel or computerized control system without regard to thenature of these system's critically complex and uniquely formatted flowcapacities and geometries as they relate to the many dozens of differentvehicle engine families and in cooperation with dozens of unique vehiclemanufacturers worldwide.

The field of this invention is for BAIIDs that are installed on a widevariety of vehicles and as an aftermarket accessory and generally on atemporary basis. They are installed for a term of months to severalyears, as determined by judicial order. At the time in which this termends, they are removed and may be installed on another vehicle for thesame purpose. The prior art simply does not allow compliance staff andfacilities to affordably and quickly install aftermarket installationsof BAIIDs and then allow their easy removal, with no damage or harm tothe vehicle, its engine, drive train, or emissions systems.

SUMMARY OF THE INVENTION

What is needed is an improved breath alcohol ignition interlock device(BAIID) that can be easily installed as aftermarket equipment and thenbe easily removed, which can prevent engine starting and also reduceengine power.

An improved BAIID that will block a spark ignited or compression igniteddiesel engine from starting if a driver does not pass the blood alcoholcontent (BAC) pre-set threshold. An improved BAIID not only reliant oninterrupting power to the starter motor, as vehicles can be pushstarted.

An improved BAIID that will block gas, spark ignited engines fromstarting and that is not reliant on interrupting the engine's ignitionsystem directly by blocking current to it. This, as ignition systems nowmay require multiple connections, and may also contain remote startfeatures.

An improved BAIID that has the ability to control various engine powerparameters as driver intoxication is detected in a re-test, and based onpre-determined thresholds of power reduction, that will promote fargreater levels of public safety.

An improved BAIID that does not require the removal, modification, ormanipulation of the vehicle air intake system, and the need for acompliance facility to inventory many dozens of air intake systems,hardware, and highly specialized components.

An improved BAIID that does not require a complex and costly aftermarketsecondary air throttling system requiring a computerized actuator motor,an integrated valving system, and an integrated electronic controlsystem for this purpose.

An improved BAIID that does not require the disconnection, modificationor manipulation of a high pressure automotive fuel system, and the needfor a compliance facility to inventory many dozens of fuel valvingsystems, hardware and highly specialized components.

An improved BAIID that does not require a complex and costly aftermarketfuel throttling system requiring a computerized actuator motor andintegrated electronic control system to reduce fuel supply directly.

An improved BAIID that does not require the removal of a vehicletransmission and costly components, and intensive labor to install anduninstall these highly specialized components, and that does not requirea compliance facility to inventory hardware and highly specializedequipment and components for many dozens of vehicle platforms.

My invention consists of a new and novel engine management controlsystem in combination with a BAIID that is used to limit or change theoperating power output of any engine that is equipped with originalequipment manufacturer (OEM) engine sensors, and those specific toemissions controlled spark ignited or diesel engines, which are on thevast majority of vehicles on the roads today.

Referenced attempts and other prior art that throttles or governs poweroutput of an internal combustion engine have suggested additional intakeair throttle systems, inline fuel restriction valving systems, andelectronic voltage or signal control to fuel pumps, so as to reducefuel, and resulting engine power, when commanded.

However these, as would be incorporated into a BAIID, would requireelaborate air intake systems and/or very precise, fuel interfacevariable restriction systems and equipment which would add significantcost and significant time to install on any of the thousands of vehiclesthat are required to have a BAIID installed. Simply limiting fuel supplyalone provides a lean combustion air fuel ratio and can and may causesignificant engine damage.

The present invention instead uses an “engine control processor”, heretoreferenced as an “ECP” unit. This inventive microprocessor control unitcontains wiring provisions specific to each vehicle engine platform, andthat vary by year, make, and manufacturer.

This ECP is constructed and programmed specifically for each engineplatform, so that all desired engine power and revolutions per minute(RPM) reductions are produced by the input values of any of a number ofengine sensors, alone or in combination. The ECP calculating theappropriate modified electronic outputs so as to achieve the desiredengine performance and characteristics.

Contained within each and every emissions equipped and controlledvehicle that is legally sold in the United States and which complieswith the Environmental Protection Agency (EPA), are many necessary andunique electronic sensors and meters. These sensors and meters help theengine control unit (ECU), or engine computer, make decisions thousandsof times a second. So the ECU is integrally involved each and every timeany emissions controlled vehicle, either spark ignited or compressionignited, is started or operated, and 100% of the time the engine isrunning.

However, what was not known is that with the new and unique methods ofthe present invention, manipulation and changes to these signal outputsof these certain engine sensors by the ECP, allow the function and powerof the engine to be controlled with a high degree of precision withoutaffecting engine reliability. And no matter to what degree theintoxicated driver attempts to gain greater speed by opening thethrottle pedal, these highly synchronized sensor signal manipulationscommunicate the appropriate series of coordinated input signals to theengine's ECU, so as to reduce power and RPM in accordance withpre-determined parameters and guidelines.

This degree of precision is in many ways similar to that of standard andknown engine controls such as intake air throttles, and ignitionswitches to turn on or off an engine, however the present inventionrequires no physical hardware which actually restricts intake air, fuelsupply, or changes the transmission gear ratio.

The present invention simply connects to existing sensors, and thereforeis “plug and play”. By unplugging an existing engine sensor, andplugging in an input wire harness from the ECP, my ECP contains anidentical wire harness that directly plugs into the factory equippedwire harness that originally plugged into a particular sensor as above.Multiple sensors can be employed for advanced function or, dependent onparticular engine family and its factory operating system, in some casesone sensor can provide the needed blocking of engine starting and powerreduction after start up.

The scope of the present invention may or may not include the use of thefollowing sensors, but is not limited to the use of additional or othersensors not listed or included in the following: a mass air sensor,crankshaft position sensor, camshaft position sensor, throttle positionsensor, manifold pressure sensor, air intake temperature sensor, ambientair temperature sensor, coolant sensor, or engine oil temperaturesensor.

My invention continuously monitors sensor output when an engine isstarted or running by reading the electronic output data supplied by themass air sensor, and/or the crankshaft or camshaft sensors, or othersensors. Crankshaft position sensors are equipped on all emissionscontrolled, and even most non-emissions controlled, electronic fuelinjected vehicles; this includes spark ignited or compression ignitedinternal combustion engines.

The ECP is continually reading the engine RPM of the engine; even ifjust a “speed density” system, and not the more modern mass air sensorfuel injection systems. The ECP can utilize either several of thesesensors in combination or separately, and in addition can substitute acamshaft position sensor as opposed to a crankshaft position sensor, todetermine engine RPM at all times.

A preferred first step of operation for the ECP is to determine enginespeed, and this also determines if the engine is running at all. Readingengine speed from the output signal of a crankshaft or camshaft positionsensor provides the ECP real time engine RPM. And in combination,reading the mass air sensor output signals correlates directly toapproximated engine horsepower. So in the case that these sensors areused in combination, engine starting can be inhibited by interruptingany speed sensor (CPS) and a lower mass air signal sent to the vehicle'sECU, which cause the ECU to command significantly less fuel to theengine, and reduce engine horsepower.

To inhibit engine starting, in some cases, any of the 3 above sensorscan be used depending on engine ECU programming logic. However, othervehicle platforms may be used alone as a single signal from oneindividual sensor and can provide effective enough manipulated data fromthe ECP to the ECU that most engines will not be startable.

When there is the desire and need to restrict power and RPM to presetvalues, these same, as listed above, sensors can be employed alone or incombination, for more precise control of engine power and speed.

These are some of the general parameters of engine operation that thepresent invention controls:

Inhibit the engine from starting at all. This, most likely in cases whenthe environmental temperature conditions are not a threat to the driveror vehicle occupants.

Allow the engine to start and idle, but if more power is commanded by anintoxicated driver, so as to drive the vehicle, the ECP can beprogrammed to shut off the engine before the vehicle is accelerated, orsimply limit the engine RPM to idle only.

While driving, if a driver should fail a re-test the ECP can control theengine power and speed in numerous capacities. Such as not to allow theintoxicated driver full and obstructed access to full engine power andacceleration, and to limit speed to just below posted highway maximumsfor any given jurisdiction.

While driving, if a driver should fail a re-test the ECP can control theengine power and speed in numerous capacities. Such that several suddenand unexpected, hard and momentary losses of power override the stereoor any other distractions that one, especially when intoxicated can bemore easily be distracted. These warnings that consist of very momentaryand abrupt power losses will send a powerful message to the offendingdriver. The message that they are no longer in full control of thevehicle, and that the consequence of prosecution and legal penaltiesshould be strongly considered. With this feature, the communication tothe driver is being physically reinforced by the vehicle itself and inreal time. This is far more compelling than just visible or verbalwarning.

While driving, if a driver should fail a re-test, the ECP can controlthe engine power and speed in numerous capacities. Another aspect of theinvention is that the reduction of power and speed may be indexed to BACabove 0.02 and use a sliding scale. So if a driver's BAC is increasingwhile driving, or failing to take the re-test at all, the vehicle willcontinue to slow and lose power at a reasoned and predetermined pace.This so as not to cause addition risk or loss of safety to the driver orother individual.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagram depicting the sobriety ignition interlock systeminstalled within a vehicle, wherein the engine control device isconfigured to the specific vehicle engine platform in order tocommunicate with the engine control unit (ECU) and the engine sensorassembly.

FIG. 2 is a diagram depicting the electronic connections between theengine control processor (ECP) and each of the ECU, the engine sensorassembly, and the sobriety measuring device for managing the availablepower of the vehicle engine.

FIG. 3 is a sectional view of the engine control unit, wherein the ECPis positioned within the housing, and both the electronic input port andthe electronic output port are mounted into the housing.

FIG. 4 is a diagram depicting the physical connection between the enginecontrol device and each of the ECU, the engine sensor assembly, and thesobriety measuring device via the respective wiring harness.

FIG. 5 is a diagram depicting the sobriety measuring device, wherein ablood alcohol content (BAC) sensor is electronically connected to thesobriety processor and utilized to determine the sobriety level.

FIG. 6 is a diagram depicting the sobriety measuring device, wherein ahaptic input device is electronically connected to the sobrietyprocessor and utilized to determine the sobriety level.

FIG. 7 is a flowchart depicting the steps for managing the availablepower of the vehicle engine, wherein a sobriety level is determined inorder to manipulate an engine sensor intercepted from the engine sensorassembly to the ECU.

FIG. 8 is a flowchart thereof, further depicting steps of determiningthe sobriety level by utilizing the BAC sensor.

FIG. 9 is a flowchart thereof, further depicting steps for determiningthe sobriety level by utilizing a driver input entered into the hapticinput device.

FIG. 10 is a flowchart thereof, further depicting steps for manipulatingthe engine signal according to the sobriety level.

FIG. 11 is a flowchart thereof, further depicting steps for managing theavailable power of the vehicle engine, by the ECU, according to themodified engine signal produced by the ECP.

FIG. 12 is a flowchart thereof, further depicting a process for creatingthe modified engine signal.

FIG. 13 is a line graph plotting the engine air intake versus enginerevolutions per minute for a typical 300 horsepower gasoline internalspark combustion engine.

FIG. 14 is a line graph plotting the relation of horsepower to potentialtop speed for a typical 3500 pound vehicle.

FIG. 15 is a line graph depicting the required spark advance or retardat wide open throttle so as to avoid auto ignition and/or pre-ignition,for a typical spark ignited internal combustion engine.

DETAIL DESCRIPTIONS OF THE INVENTION

All illustrations of the drawings are for the purpose of describingselected versions of the present invention and are not intended to limitthe scope of the present invention.

The present invention provides a sobriety ignition interlock systemincluding an engine control device 1 and a method for managing availablevehicle engine power using the sobriety ignition interlock system. Theengine control device 1 can be provided as an aftermarket component fora vehicle, or included in the vehicle at the time of manufacture. Thesobriety ignition interlock system further includes an engine controlunit (ECU) 3, an engine sensor assembly 4, and a sobriety measuringdevice 2, as depicted in FIG. 1.

The ECU 3 and the engine sensor assembly 4 correspond to a specificvehicle engine platform 5 and are provided at the time of manufacture.The specific vehicle engine platform 5 is defined by the make and modelof the vehicle. There are no standard conventions used amongstautomotive companies, and even within a single automotive company, thestandards may vary from one model to another. As such, the specifics ofthe ECU 3 and the engine sensor assembly 4 are dependent on the specificvehicle engine platform 5 and may vary across make and model.

Alternatively, the ECU 3 and engine sensor assembly 4 could be providedas aftermarket replacements for the original equipment manufacturer(OEM) components. For example, the ECU 3 could replace an OEM ECU 3, orthe engine sensor assembly 4 could replace an OEM engine sensor assembly4. Providing the ECU 3 and the engine sensor assembly 4 as aftermarketcomponents would allow for the standardization of the sobriety ignitioninterlock system; particularly the standardization of the engine controldevice 1.

The engine control device 1 is the central component of the sobrietyignition interlock system, wherein the engine control device 1 is incommunication with the ECU 3, the engine sensor assembly 4, and thesobriety measuring device 2. In reference to FIG. 3, the engine controldevice 1 comprises a housing 10, an engine control processor (ECP) 12,an electronic input port 14, an electronic output port 16, and a wiringharness 18. The ECP 12 is electronically connected in between theelectronic input port 14, the electronic output port 16, and the wiringharness 18, wherein the ECP 12 provides a central hub for sending andreceiving electrical signals.

In further reference to FIG. 3, the housing 10 of the engine controldevice 1 supports and houses the electrical components of the enginecontrol device 1. The ECP 12 is positioned within the housing 10, whilethe electronic input port 14 and the electronic output port 16 aremounted into the housing 10, such that the electronic input port 14 andthe electronic output port 16 are accessible about the exterior of thehousing 10. Meanwhile, the wiring harness 18 traverses through thehousing 10; the wiring harness 18 being terminally connected to the ECP12 within the housing 10.

In reference to FIG. 4, the electronic input port 14 is configured toconnect the engine sensor assembly 4 to the ECP 12, while the electronicoutput port 16 is configured to connect the ECU 3 to the ECP 12. Morespecifically, a wiring harness 18 of the engine sensor assembly 4 isterminally connected to the electronic input port 14 and a wiringharness 18 of the ECU 3 is terminally connected to the electronic outputport 16. The specific connection type (e.g. the number of pins,arrangement of pins, etc.) between the electronic input port 14 and theelectronic output port 16 depends on the specific vehicle engineplatform 5 in aftermarket embodiments.

In further reference to FIG. 4, the wiring harness 18 of the enginecontrol device 1 is configured to connect the sobriety measuring device2 to the ECP 12. Typically, the sobriety measuring device 2 isconfigured as an aftermarket component. The sobriety measuring device 2can be produced standalone or in tandem with the engine control device1. The sobriety measuring device 2 comprises a sobriety processor 20 anda signal-out port 22; the sobriety processor 20 being electronicallyconnected to the signal-out port 22.

In yet further reference to FIG. 4, the wiring harness 18 of the enginecontrol device 1 is terminally connected to the signal-out port 22. Morespecifically, an electrical connector of the wiring harness 18 of theengine control device 1 is connected to the signal-out port 22.Alternatively, the wiring harness 18 of the engine control device 1 canbe directly connected to the sobriety processor 20. Such an embodimentis more plausible when manufacturing the engine control device 1 intandem with the sobriety measuring device 2.

The ECP 12 allows for the management of electronic signals throughoutthe sobriety ignition interlock system and the execution ofpre-programmed commands. More specifically, the ECP 12 is configured toreceive a sobriety signal from the sobriety measuring device 2.Furthermore, the ECP 12 is configured to intercept an engine signaltransmitted from the engine sensor assembly 4 to the ECU 3, andmanipulate the engine signal in response to the sobriety signal.

The engine signal may be manipulated in multiple ways, as referenced inFIG. 10. In one embodiment, the ECP 12 is configured to terminate theengine signal. In other embodiments the ECP 12 is configured totransform the engine signal into a modified engine signal, and transmitthe modified engine signal to the ECU 3. One method requires the ECP 12to transform the engine signal by altering the voltage of the enginesignal. Another method requires the ECP 12 to interrupt signal pulses ofthe engine signal, as depicted in FIG. 12. The ECP 12 may continuouslymonitor the engine sensor assembly 4 in order to manipulate the enginesignal as needed.

The sobriety processor 20 is configured to produce the sobriety signalaccording to the results of a sobriety test carried out by the vehicledriver. The sobriety test is carried out in order to determine asobriety level of the vehicle driver, wherein the sobriety level isutilized to determine the sobriety signal. The sobriety test can becarried out in different ways, depending on the embodiment of thepresent invention.

In reference to FIG. 5, in one embodiment of the present invention, thesobriety measuring device 2 further comprises a blood alcohol content(BAC) sensor 24 and a breath opening. The BAC sensor 24 is positionedadjacent to the breath opening and is electronically connected to thesobriety processor 20. The sobriety processor 20 is configured tocalculate the sobriety level from a sensor reading derived from the BACsensor 24, and then produce the sobriety signal according to thesobriety level.

To obtain the sensor reading, the vehicle driver exhales into the breathopening. The BAC sensor 24 then forms the sensor reading, which isrelayed to the sobriety processor 20, according to the measured BAC ofthe vehicle driver. The sobriety processor 20 then calculates thesobriety level from the sensor reading. For example, the sensor readingmay be a voltage produced by the BAC sensor 24, wherein the voltagecorresponds to a particular BAC.

In reference to FIG. 6, in another embodiment of the present invention,the sobriety measuring device 2 further comprises a haptic input device26. The haptic input device 26 is electronically connected to thesobriety processor 20, wherein the sobriety processor 20 is configuredto calculate the sobriety level derived from a driver input into thehaptic input device 26, and then produce the sobriety signal accordingto the sobriety level. The haptic input device 26 may be a touchscreen,joystick, button, or other physical user interface.

To obtain the sensor reading, the vehicle driver interacts with thehaptic input device 26. The haptic input device 26 receives the driverinput, which is then relayed to the sobriety processor 20. The sobrietyprocessor 20 analyzes the driver input and then calculates the sobrietylevel from the driver input. The sobriety test, and in turn the driverinput that is required, can be configured to measure the cognitiveabilities or motor function of the vehicle driver.

In one embodiment, the haptic input device 26 is utilized to measurecognitive abilities of the vehicle driver, wherein the sobriety testmeasures the ability to reason and/or observe. Characters (e.g.numerals, letters, shapes), various colors, and/or visual movements aredisplayed on a screen and the vehicle driver is required to inputappropriate responses (e.g. to complete a sequence), as depicted in FIG.6. Proper responses would require the vehicle driver to engage in adegree of recognition and unassisted insight to pass.

One or more visual tests may be performed in order for the vehicledriver to pass the sobriety test. Baselines for particular visual testswould be established by professionals and would be stored on thesobriety processor 20 or a connected memory device. The particularvisual tests would be presented to the vehicle driver and the responseswould be compared to the baselines, while additional tests would presentvisuals not before seen by the vehicle driver. The sobriety processor 20receives and analyzes the responses to both sets of tests, anddetermines whether or not the vehicle driver is allowed to operate thevehicle.

In other embodiments, the haptic input device 26 is utilized to measuremotor functions or the agility of the vehicle driver. One examplerequires the vehicle driver to use a finger to follow a shape orfigurine that randomly moves across a touchscreen for a pre-determinedlength of time. Another example requires the vehicle driver to follow anumber of finger patterns displayed on the touchscreen. Yet anotherexample requires the vehicle driver to tap the screen within a shorttime interval when a shape appears on screen. Instead of using atouchscreen a button could be provided, wherein the user depresses thebutton and quickly releases the button when shown a command signal.

The motor function tests measure the reaction time of the vehicledriver, which is then utilized to determine whether or not the vehicledriver should be allowed to operate the vehicle. Similar to thecognitive tests, the motor function tests also utilize baselines thatare established by professionals and stored on the sobriety processor 20or a connected memory device, prior to the operation of the vehicle. Theresponses recorded throughout the motor function tests are recorded andcompared by the sobriety processor 20 to the baselines to establishwhether or not the vehicle driver is allowed to operate the vehicle.

In some embodiments, both the BAC sensor 24 and the haptic input device26 may be utilized to determine the sobriety level of the vehicledriver, wherein the vehicle driver must pass both types of sobrietytests in order to operate the vehicle. For example, the vehicle drivermay have a BAC below the legal limit, however, if the vehicle driver isunable to adequately complete the cognitive or motor function tests,then the vehicle driver will not be allowed to operate the vehicle. Asan alternative example, the vehicle driver may pass the cognitive and/ormotor function tests, but have a BAC above the legal limit, andtherefore not be permitted to operate the vehicle.

In reference to FIG. 2, in order to manage the available power of thevehicle engine, the ECP 12 is electronically connected in between theECU 3, the engine sensor assembly 4, and the sobriety processor 20. Theengine sensor assembly 4 continuously monitors parameters of the vehicleengine and is in communication with the ECU 3 through the ECP 12. TheECP 12 is able to intercept and modify transmissions from the enginesensor assembly 4 to the ECU 3 upon instruction from the sobrietyprocessor 20.

In reference to FIG. 8-9, the sobriety processor 20 first receiveseither the sensor reading from the BAC sensor 24 or the driver inputfrom the haptic input device 26. The sobriety test can be performedprior to ignition of the vehicle engine, or while the vehicle engine isrunning. In reference to FIG. 7, the sobriety processor 20 thencalculates the sobriety level (step B) for the vehicle driver fromeither the sensor reading or the driver input. Once the sobrietyprocessor 20 has calculated the sobriety level, the sobriety processor20 compares the sobriety level to a sobriety threshold in order toproduce the sobriety signal (step C).

The sobriety threshold is pre-programmed and is stored on the sobrietyprocessor 20 or on a memory device connected to the sobriety processor20. The sobriety threshold is utilized to determine whether or not thevehicle may be operated, wherein the sobriety threshold sets the upperlimit on how inebriated the vehicle driver may be and still be allowedto operate the vehicle. As laws and regulations vary from state tostate, the sobriety threshold may be set at different limits.

In reference to FIG. 7, once the sobriety processor 20 has produced thesobriety signal, the sobriety processor 20 sends the sobriety signal tothe ECP 12 (step D). The ECP 12 then manipulates the engine signalaccording to the sobriety signal (step F), wherein the engine signal isfirst intercepted by the ECP 12 (step E). The ECP 12 continuouslyintercepts, or monitors, the engine signal that is transmitted from theengine sensor assembly 4 to the ECU 3, such that the ECP 12 can controlthe signal received by the ECU 3 and in turn control the available powerof the vehicle engine.

The manipulation of the engine signal depends on the sobriety signal anda current power state of the vehicle engine. In one embodiment of thepresent invention, the ECP 12 monitors the current state of the vehicleengine and determines the manipulation of the engine signal byprocessing both the current state and the sobriety signal. In anotherembodiment of the present invention, the ECP 12 relays the current stateto the sobriety processor 20, wherein the sobriety processor 20 producesthe sobriety signal according to the current state and the sobrietylevel.

In reference to FIG. 10, if the vehicle engine is not running, and thesobriety level is above the sobriety threshold, then the ECP 12terminates the engine signal, wherein the ECU 3 does not receive theengine signal. In this way, the vehicle engine is unable to ignitebecause the ECU 3 is unable to process the engine signal required forignition. If the vehicle engine is not running, and the sobriety levelis below the sobriety threshold, then the EPC sends the engine signal tothe ECU 3 unaltered. In this way, the vehicle engine is able to ignitebecause the ECU 3 is able to properly process the engine signal asoriginally sent.

In further reference to FIG. 10, if the vehicle engine is running, andthe sobriety level is above the sobriety threshold, then the ECP 12transforms the engine signal into the modified engine signal in order toreduce the speed of the vehicle. The modified signal is sent from theECP 12 to the ECU 3, wherein the modified engine signal provides falsedata to the ECU 3 in order to cause the ECU 3 to slow down or completelystop the vehicle. The ECP 12 may transform the engine signal into themodified engine signal by repeatedly interrupting the engine signal asdepicted in FIG. 12, changing the voltage of the engine signal, or byotherwise modifying the engine signal.

In reference to FIG. 11, the modified engine signal can cause the ECU 3to slow the vehicle in a number of different ways. In one embodiment,the ECU 3 retards an ignition timing of the vehicle engine in responseto the modified engine signal. In another embodiment, the ECU 3 reducesa quantity of fuel supplied to the vehicle engine in response to themodified engine signal. In yet another embodiment, the ECU 3 eliminateselectric current to spark plugs of the vehicle engine in response to themodified engine signal.

In some embodiments, the modified engine signal may be utilized tocontrol other systems of the vehicle in addition to or in place of thevehicle engine. For example, while driving, if the vehicle driver shouldfail a sobriety re-test, the ECP 12 can control the ECU 3 to overridethe stereo or any other in-vehicle distractions that one, especiallywhen intoxicated, can be more easily distracted by. These warnings thatconsist of very momentary and abrupt power losses will send a powerfulmessage to the vehicle driver. Temporary disabling of the stereo,standalone or in conjunction with a decrease in available engine power,sends the message that the vehicle driver is no longer in full controlof the vehicle, reminding the vehicle driver that the consequence ofprosecution and legal penalties should be strongly considered. With thisfeature, the communication to the driver is being physically reinforcedby the vehicle in real time. This is far more compelling than just avisible or verbal warning.

The action taken by the ECU 3 in response to the modified engine signaldepends on the specific vehicle engine platform 5 and in turn the enginesensor assembly 4. Depending on the vehicle, the engine sensor assembly4 may include at least one of a mass air sensor (MAF), a crankshaftposition sensor (CPS), a camshaft position sensor, a throttle positionsensor, a manifold pressure sensor, an air intake temperature sensor, anambient air temperature sensor, a coolant sensor, or an engine oiltemperature sensor.

In one embodiment, the engine sensor assembly 4 includes a CPS. If thesobriety level is above the sobriety threshold, then the ECP 12 does notallow the engine signal from the CPS to be passed to the ECU 3. In turn,the ECU 3 does not recognize any crankshaft rotations for the vehicleengine. Therefore, the ECU 3 either does not provide any electricalcurrent to the spark plugs, or does not allow any fuel to be provided tothe vehicle engine.

Further, in the event that the sobriety level has not exceeded thesobriety threshold, and the vehicle engine is allowed to start, thevehicle driver may be required to perform a sobriety re-test. If thevehicle driver either fails to comply with the required sobrietyre-test, or when re-tested, fails to indicate legal sobriety, using onlythe CPS, the ECU 3 can be exclusively used to limit the available powerof the vehicle engine in many cases.

Most CPS units utilize inductive pickup via a magnet to produce theengine signal that is sent to the ECU 3, wherein the engine signalcorrelates with engine revolutions per minute (RPM). As power reductionsto the vehicle engine are commanded by pre-set determination andprogramming, the modified engine signal effectively reduces the value ofthe engine signal and thus reduces the engine RPM observed by the ECU 3.The ECU 3 receives from the ECP 12 missing signal patterns that are afractional quotient of the full and uninterrupted signal from the CPS,such that a significant portion of the ignition events are cancelled bythe ECU 3. Additionally, the ECU 3 may cancel fuel injector events,reducing fuel to the vehicle engine.

The ECU 3 is the brain, or computer processor, of the vehicle engine,and in order for mandated emissions compliance, the ECU 3 is programmedto read numerous sensors, most of which are not relied on as inputs forthe method of the present invention. The ECU 3 must sync all inputsignals with proper pre-programmed look up tables, algorithms, andacceptable engine parameters, such that correct outputs are generated tothe vehicle engine for proper engine operation. However, the inventiveaspect of generating a partial pulse value (i.e. the modified enginesignal) as interpreted by the ECU 3, such that the ECU 3 reduces fueland spark frequency to a spark ignited internal combustion engine isunique to the field of breath alcohol ignition interlock devices(BAIIDs).

Further, with differing electronic pulse values generated by the ECP 12,compression-ignited engines, or diesel engines, also significantlyreduce power output because less fuel is delivered. In spite of the lackof any ignition system integrated into compression-ignited engines, theopportunity for pre-ignition is not present as compression-ignitedengines are configured by design to already pre-ignite continuouslyduring proper combustion and operation.

Accordingly, when a significant quantity of fuel is removed incompression-ignited engines, power output is reduced dramatically andexhaust valve and exiting gas temperatures are generally reduced. Dieselengines utilizing the method of present invention to reduce powerthrough the intercepting of the engine signal from the CPS (or othersensor utilized by the engine sensor assembly 4), reduce engine powerproportionally with the intensity of the interruption to the enginesignal as perceived by the ECU 3. So, when the sobriety level of thevehicle driver has been found to be over the sobriety threshold, enginepower can be controlled, limited, reduced, or safely shut off completelywhen desired by generating the modified engine signal.

FIG. 15 is a line graph that illustrates a typical emission equipped andcompliant spark ignited engine in relation to reduction of the ratio ofthe quantity of combustion fuel to the quantity of combustion air, orthe “air fuel ratio”, so as to avoid pre-ignition at various air fuelratios. All FIG. 15 line graph plotted values are at wide open throttle(W.O.T.). The air fuel ratios are plotted at W.O.T. as the vehicledriver that has failed the sobriety re-test, or has failed to take thesobriety re-test, may likely be motivated to try and overcome the powerreduction to the vehicle engine by pushing the accelerator pedal muchfurther open, or to the floor, therefore fully opening the engine intakethrottle. This allows the full quantity of intake air to enter theengine, but with the significant reduction of fuel to the vehicle enginedue to the modified engine signal received by the ECU 3. Therefore, theair fuel ratio in the combustion chamber becomes increasingly lean andthe propensity for auto ignition (detonation or pre-ignition) becomesfar greater as fuel quantity is reduced but air quantity is unchanged orincreased.

It is commonly known that meaningful pre-ignition or detonation can andwill typically produce significant engine damage and in many cases,complete engine destruction. In spark ignited internal combustionengines, when “auto ignition” occurs before scheduled ignition in thecylinder, significant oxides of nitrogen (NOX) are produced by theimproper combustion process and emitted out the tailpipe as harmfulemission discharge. Furthermore, auto ignition before scheduled ignitionpresents the possibility of engine failure.

The left side of the line graph depicted in FIG. 15 indicates that whenthe air fuel ratio contains more fuel by weight than air by weight, oris “richer” than the stoichiometric ratio, the vehicle engine willtolerate significant ignition timing advance and produce morehorsepower. However, when the air to fuel ratios are “leaner” than thestoichiometric ratio, significant retarding of ignition timing must beutilized so that engine damaging pre-ignition, detonation does notoccur, and non-complying Environmental Protection Agency (EPA)designated emission levels are not produced.

In the preceding aspect of the present invention, the engine signal ofonly one CPS is required to be manipulated, such that the engine signalis not passed through to the ECU 3, preventing ignition of the vehicleengine. Additionally, the power of the vehicle engine can also besignificantly reduced at will by rapidly interrupting the engine signal,eliminating some pulses of the engine signal, reducing the voltage ofthe engine signal, changing the resistance of the engine signal, orotherwise altering the engine signal to lead the ECU 3 to reduce fuelsupply and power. Further, with the monitoring of the air fuel ratio byexhaust oxygen sensors, the ECU 3 may have adequate offset range asprogrammed, so as to maintain a safe air fuel ratio and avoidpre-ignition, detonation and harmful emissions.

An additional aspect of the present invention that also uses one CPS andno other sensors to reduce power, is the combination of ignition timingretard with the modified engine signal that determines the observedengine RPM. This inventive aspect momentarily retards or reduces the ECU3 commanded ignition timing, with momentary and repeated reductions oftiming, and rapid restorations. These fluctuating ignition retardingcycles, are applied for a fraction of a second, or up to severalseconds, based on dynamic operation of varying engine families and thespecific operating characteristics of each engine family.

If the ignition timing of a spark ignited internal combustion engine issignificantly reduced, the vehicle engine output power is also reduced.However, if fuel delivery quantity is not reduced by a significantmanner, the air fuel ratio becomes excessively rich and misfiring in thecombustion cylinders may occur. Furthermore, within a short time period,unburned fuel will dilute the lubricating oil film from the cylinderwalls causing significant piston ring friction and wear to the vehicleengine. However, as provided by the present invention, it has beendiscovered that when the ignition timing is momentarily retarded andrestored before misfire occurs, the exhaust gas temperatures are limitedto a reliable threshold and lubrication of the piston rings aremaintained. Therefore, the net effective output power of the vehicleengine is significantly reduced, and accordingly, the vehicle speed issignificantly limited.

Another embodiment of the present invention is reliant on thecombination of a CPS, or substitute rotating sensor, and a MAF.Referring to FIG. 13, the intake air quantity, as measured in cubic feetper minute (CFM), linearly increases in relation to engine RPM. FIG. 13depicts a typical 300 horsepower spark ignited internal combustionengine with a volumetric efficiency (VE) of about 85%. Intake air ismeasured by the MAF, wherein the MAF produces an engine signalcorresponding to the volume of intake air. When the vehicle engine isoperating, the quantity of air passing through the MAF is directlycorrelated to the actual horsepower that an internal combustion sparkignited, or compression ignited, engine is actually producing.

It should be noted that each engine family is calibrated at the time ofmanufacture, such that the MAF produces a known signal value thatdirectly correlates to that actual produced horsepower of the vehicleengine, at any given RPM. However, the correlation to actual horsepowerproduced is predicated on optimal and proper ignition timing and advanceand the correct air fuel ratio, and in the case of compression ignitedengines, the proper air fuel ratio.

In this embodiment, there are predetermined relationships of timingretard, through the delay in the engine signal of the CPS provided tothe ECU 3, and a reduction in the signal values of the engine signalfrom the MAF to the ECU 3, via the ECP 12. For minor reductions inengine power, either the values of the engine signal of the MAF can bereduced or the engine signal of the CPS can be delayed.

If only the signal values of the engine signal from the MAF are reduced,the combustion mixture will become considerably lean, and engine damageand harmful tailpipe discharge will occur. Alternatively, if just thesignal pulses of the engine signal from the CPS are delayed or retarded,the combustion mixture will become considerably rich and cause sparkplugs to miss-fire, and excessive fuel may dilute the cylinder walls,prematurely wearing the piston rings, while excessive un-burnedhydrocarbons and other harmful tailpipe discharge will be emitted.

Thus in some aspects of operation, either the engine signal from the MAFor the CPS could be conditioned exclusively by the ECP 12 for minorpower reduction events. But when more significant engine power reductionis needed, both the engine signal of the MAF and the engine signal ofthe CPS, in communication with the ECP 12, allow the engine timing to bereduced, and the rich air fuel ratio that is the result, to be modulatedand equalized by the reduction of engine fuel supply.

FIG. 14 shows a line graph of the relationship between engine horsepowerand potential top speed for a typical 3500 pound vehicle. As FIG. 14indicates, it requires exponentially more horsepower to reach highervehicle speeds. However, the line graph also emphasizes just how littlehorsepower can be required to reach potentially deadly speeds, in theevent that an intoxicated driver is allowed to continue to drive, as iscommonly allowed with the operation of current BAIIDs on the roadstoday. FIG. 14 strongly illustrates that only a small percentage ofavailable horsepower will allow a vehicle to maintain highway speeds.

It should be understood that in order to effectively minimize vehiclespeed, the level of power reduction may easily be more that 90% powerreduction. For low horsepower equipped vehicles, a lesser amount wouldbe effective and for high horsepower performance vehicles, powerreduction of more than 95% would sometimes be the only effective way tomaintain public safety on the roads.

The present invention has multiple benefits, attributes, and significantadaptability to very effectively block an engine from starting whenneeded, or reduce engine power to reduce speed related accidents causedby intoxicated drivers.

Although the invention has been explained in relation to its preferredembodiment, it is to be understood that many other possiblemodifications and variations can be made without departing from thespirit and scope of the invention as hereinafter claimed.

What is claimed is:
 1. A method of managing available vehicle enginepower, the method comprises the steps of: providing a vehicle engine, anengine control processor (ECP), a sobriety processor, an engine controlunit (ECU), and an engine sensor assembly; calculating, by the sobrietyprocessor, a sobriety level for a vehicle driver; comparing, by thesobriety processor, the sobriety level to a sobriety threshold in orderto produce a sobriety signal; sending, by the sobriety processor, thesobriety signal to the ECP; intercepting, by the ECP, an engine signaltransmitted from the engine sensor assembly to the ECU; manipulating, bythe ECP, the engine signal according to the sobriety signal;transforming, by the ECP, the engine signal into a modified enginesignal, if the sobriety level is above the sobriety threshold; sending,by the ECP, the modified engine signal to the ECU; and retarding, by theECU, an ignition timing of the vehicle engine in response to themodified engine signal.
 2. The method of managing available vehicleengine power, the method as claimed in claim 1 further comprises thestep of: terminating, by the ECP, the engine signal, if the sobrietylevel is above the sobriety threshold.
 3. The method of managingavailable vehicle engine power, the method as claimed in claim 1 furthercomprises the step of: sending, by the ECP, the engine signal to theECU, if the sobriety level is below the sobriety threshold.
 4. Themethod of managing available vehicle engine power, the method as claimedin claim 1 further comprises the step of: reducing, by the ECU, aquantity of fuel supplied to the vehicle engine in response to themodified engine signal.
 5. The method of managing available vehicleengine power, the method as claimed in claim 1 further comprises thestep of: repeatedly interrupting, by the ECP, the engine signal in orderto produce the modified engine signal.
 6. The method of managingavailable vehicle engine power, the method as claimed in claim 1 furthercomprises the step of: preventing, by the ECU, ignition of the vehicleengine.
 7. The method of managing available vehicle engine power, themethod as claimed in claim 1 further comprises the step of: eliminating,by the ECU, electric current to spark plugs of the vehicle engine inresponse to the modified engine signal.
 8. The method of managingavailable vehicle engine power, the method as claimed in claim 1 furthercomprises the steps of: receiving, by the sobriety processor, a sensorreading from a blood alcohol content (BAC) sensor; and calculating, bythe sobriety processor, the sobriety level from the sensor reading. 9.The method of managing available vehicle engine power, the method asclaimed in claim 1 further comprises the steps of: receiving, by thesobriety processor, a driver input from a haptic input device; andcalculating, by the sobriety processor, the sobriety level from thedriver input.
 10. A method of managing available vehicle engine power,the method comprises the steps of: providing a vehicle engine, an enginecontrol processor (ECP), a sobriety processor, an engine control unit(ECU), and an engine sensor assembly; calculating, by the sobrietyprocessor, a sobriety level for a vehicle driver; comparing, by thesobriety processor, the sobriety level to a sobriety threshold in orderto produce a sobriety signal; sending, by the sobriety processor, thesobriety signal to the ECP; intercepting, by the ECP, an engine signaltransmitted from the engine sensor assembly to the ECU; manipulating, bythe ECP, the engine signal according to the sobriety signal;terminating, by the ECP, the engine signal, if the sobriety level isabove the sobriety threshold; transforming, by the ECP, the enginesignal into a modified engine signal, if the sobriety level is above thesobriety threshold; sending, by the ECP, the modified engine signal tothe ECU; and retarding, by the ECU, an ignition timing of the vehicleengine in response to the modified engine signal.
 11. The method ofmanaging available vehicle engine power, the method as claimed in claim10 further comprises the step of: sending, by the ECP, the engine signalto the ECU, if the sobriety level is below the sobriety threshold. 12.The method of managing available vehicle engine power, the method asclaimed in claim 10 further comprises the step of: reducing, by the ECU,a quantity of fuel supplied to the vehicle engine in response to themodified engine signal.
 13. The method of managing available vehicleengine power, the method as claimed in claim 10 further comprises thestep of: repeatedly interrupting, by the ECP, the engine signal in orderto produce the modified engine signal.
 14. The method of managingavailable vehicle engine power, the method as claimed in claim 10further comprises the step of: preventing, by the ECU, ignition of thevehicle engine.
 15. The method of managing available vehicle enginepower, the method as claimed in claim 10 further comprises the step of:eliminating, by the ECU, electric current to spark plugs of the vehicleengine in response to the modified engine signal.
 16. The method ofmanaging available vehicle engine power, the method as claimed in claim10 further comprises the steps of: receiving, by the sobriety processor,a sensor reading from a blood alcohol content (BAC) sensor; andcalculating, by the sobriety processor, the sobriety level from thesensor reading.
 17. The method of managing available vehicle enginepower, the method as claimed in claim 10 further comprises the steps of:receiving, by the sobriety processor, a driver input from a haptic inputdevice; and calculating, by the sobriety processor, the sobriety levelfrom the driver input.